JPH01108457A - Automobile running controller of continuously variable transmission - Google Patents

Abstract

PURPOSE:To avoid faulty transmission control by executing the primary control wherein a target transmission ratio is computed and a transmission means is driven at high speed before executing the secondary control wherein a control means compensates a difference between the primarily controlled transmission ratio and the actual transmission ratio to drive the transmission ratio at a lower speed according to the transmission information. CONSTITUTION:A primary control means 1 drives a target transmission ratio according to transmission control information 4, operates a driving means 6 at a higher driving speed set by a driving speed control means 5, and controls the transmission ratio of a continuously variable transmission gear via a speed changing means 7. Then, after the time is set on a timer means 3, a secondary control means 2 computes the actual transmission ratio using a both car speed 8 and an engine revolution speed 9, and controls the driving means 6 at a low driving speed set by the control means 5 to compensate the difference between the target transmission ratio and the other target transmission ratio given by the primary control. In such control, according to the information concerning a car speed 8, an engine revolution speed 9 and transient execution of the primary control 1, a control means 100 cuts off the secondary control 2 when the transmission ratio is within the range wherein a clutch is slipped. Thus a faulty transmission control can be avoided.

Description

Detailed Description of the Invention (Industrial Field of Application) The present invention relates to a travel control device for a continuously variable transmission for a vehicle, and a travel control device for a continuously variable transmission for a vehicle that corrects speed change control under predetermined conditions. Regarding.

(Prior art) Some motorcycles are equipped with a continuously variable transmission in the power transmission system of an internal combustion engine, which outputs rotational power from the internal combustion engine to an automatic clutch, etc. located at a later stage at a predetermined gear ratio. This enables efficient operation of the internal combustion engine and is effective in improving fuel efficiency.

It is required to control this gear ratio appropriately and accurately. For example, as disclosed in Japanese Patent Application No. 59-150226, an optimal target gear ratio is set, and the actual actual gear ratio is set to this value. There is one that controls to achieve a target gear ratio. That is, there is a primary control that calculates a target gear ratio based on the gear change control information and controls the gear changing means to obtain this target gear ratio, and then a primary control that calculates the actual actual gear ratio based on the vehicle speed and engine rotational speed to determine the target gear ratio. Secondary control is performed in which the ratio is compared with the actual gear ratio and the transmission means is controlled to correct the difference from the target gear ratio.

(Problem to be solved by the invention) By the way, in the secondary control that corrects this shift control,
Depending on the speed change control information such as the vehicle speed after primary control, the engine rotational speed, and the change in vehicle speed and engine rotational speed due to speed change control, the rate of change in the gear ratio, etc. Misrecognition may occur due to slippage, etc.

Therefore, depending on the speed change control information after the -next side control, performing secondary control may result in erroneous control, and it may be more accurate to perform speed change control using only primary control without performing secondary control. You will be able to do it.

This invention was made against the background of this situation, and-
It is an object of the present invention to provide a travel control device for a continuously variable transmission for a vehicle that performs secondary control based on an actual speed ratio in accordance with speed change control information after the next side control.

(Means for Solving the Problems) In order to solve the above-mentioned object, the present invention includes a primary control that calculates a target gear ratio based on gear change control information and controls the gear changing means to obtain the target gear ratio; After that, the actual actual gear ratio is calculated based on the vehicle speed and the engine rotational speed, the target gear ratio and the actual gear ratio are compared, and the transmission means is controlled to correct the difference between the target gear ratio and the target gear ratio. The travel control device for a continuously variable transmission for a vehicle is characterized by comprising a control means for performing the secondary control in accordance with the shift control information after the next-side control.

(Operation) This invention calculates a target gear ratio based on the input of gear change control information to control the gear change means, and after this next time control, compares the target gear ratio and the actual actual gear ratio, and Secondary control is performed to correct the difference between the target gear ratio and the target gear ratio.

Secondary control is performed according to the shift control information after this next-side control, and the secondary control prevents erroneous recognition caused by taking in information during control transition or erroneous recognition due to clutch slippage. avoid automatic gear shift control.

(Example) Hereinafter, an example of the present invention will be described in detail based on the accompanying drawings.

FIG. 1 is a block diagram showing the basic configuration of the present invention, FIG. 2 is a block diagram showing the configuration of the primary control in FIG. 1, FIG. 3 is a block diagram showing the configuration of the secondary control in FIG. FIG. 4 is a diagram showing the secondary control area.

In FIG. 1, reference numeral 1 indicates primary control, 2 indicates secondary control, and 3 indicates timer means. - The next controller 1 calculates a target gear ratio based on the gear change control information 4, and operates the drive means 6 at the drive speed set by the drive speed control means 5. As a result, the transmission means 7 provided in the continuously variable transmission is controlled, and the -next side rI
The target gear ratio calculated by IJ1 is set.

After this - next side control 1 is performed, that is, after the time set by the timer means 3 has elapsed, the vehicle speed 8 and the engine rotation speed 9 are
The actual actual gear ratio is calculated using control the transmission means to correct the difference from the target transmission ratio.

The drive speed control means 5 sets the drive speed on the primary side 81 high and the drive speed on the secondary control 2 low, and operates the speed change means 7 quickly when controlling the -next side, thereby inputting the speed change control information 4. This improves responsiveness from to the target gear ratio.

On the other hand, when the secondary side is controlled, the drive means 6 is operated slowly, so the speed change means 7 is smoothly controlled, and the speed change impact is minimized and corrected so as not to make the user feel strange.

Shift control information such as the vehicle speed 8, engine rotation speed 9, and changes in the vehicle speed, engine rotation speed, and target gear ratio within a predetermined period of time according to the next-side control 1 is input to the control means 100, and according to this shift control information, Then, it is determined whether to perform the secondary control 2 or to cancel the secondary control 2 and perform only the primary control 1.

The downstream side control 1 is constructed as shown in FIG.

That is, in the figure, reference numeral 10 is an internal combustion engine mounted on a vehicle, 11 is a continuously variable transmission, and 12 is an automatic clutch. For example, the continuously variable transmission 11 is a toroidal type continuously variable transmission, a V-belt continuously variable transmission, etc. However, a centrifugal clutch or the like is used as the automatic clutch 12. 13 is a drive mechanism that drives the drive wheels. These constitute the vehicle's power transmission means.

The vehicle speed is detected by the vehicle speed detection means 14 disposed in the drive mechanism 13.
The throttle opening degree is detected by the throttle opening degree detection means 15 provided in the carburetor of the fuel supply system of the internal combustion engine 10, and based on the shift control information 4, the calculation means 17a determines the target shift position based on a control map stored in advance. A ratio is calculated.

This target gear ratio information is input to the comparison means 18, and the drive means 6 is driven at the high drive speed set by the drive speed control means 5.
control.

The gear ratio G at this time is G-input end rotation speed Vl/output side rotation speed v2.

Then, the drive means 6 controls the transmission means 7 provided in the continuously variable transmission 11 so that the gear ratio becomes an optimal target value. A position detecting means 19 is connected to this drive means 6, which determines the current gear ratio from the operating position of the drive means 6, and constantly compares this gear ratio with the target gear ratio by the comparing means 18 to determine the target gear ratio. The drive means 6 is actuated to match the ratio.

The secondary control 2 is shown in FIG. 3, and in this figure, the same reference numerals as in the N2 diagram have the same functions, so a description thereof will be omitted.

The calculation means 1 uses the vehicle speed detected by the vehicle speed detection means 14 and the rotation speed detected by the engine rotation speed detection means 16.
In step 7b, the actual actual gear ratio is determined.

Then, the comparing means 20a of the difference calculating means 20 calculates the difference between this actual speed ratio and the setting value latched by the primary control 1 in the setting means 20b, that is, the target speed ratio obtained by the primary control 1. This difference may occur in the primary control 1 due to backlash of mechanical parts used in the control system, manufacturing errors, stress deformation occurring in the parts, electrical noise, etc. The difference calculation means 20 operates the drive means 6 at a low drive speed set by the drive speed control means 5 to apply a correction signal for correcting the difference, and drives the transmission means F by the difference to perform correction, and achieve the target transmission ratio. Correct it so that it is correct.

After this secondary control 1 is completed, the secondary control 2 is started after the time set by the timer means 3 has elapsed, and sufficient response time is provided until the transmission means 7 finishes changing the gear ratio. It is secured. This timer means 3 may be constructed using a microcomputer or may be constructed using an electronic circuit.

The control area of the secondary control 2 by the control means 100 is the fourth
The control area is shown in the figure with diagonal lines. That is, when the vehicle speed is 0 or more, the engine rotational speed is N0 or more, and the engine rotational speed NO is higher than the stall rotational speed Ns, which is the highest engine rotational speed at which the clutch slips, for example, 300 Orpm.
By doing the above, the area where the clutch slips is cut.

This prevents erroneous recognition from occurring due to the transition information of the primary control 1 being taken into the secondary control 2 or clutch slippage, and erroneous shift control can be avoided.

5 to 7 show an embodiment in which the present invention is applied to a toroidal continuously variable transmission, and FIG. 5 is a sectional view,
6 is a cross-sectional view taken along the line Vl--Vl in FIG. 5, and FIG. 7 is a plan view of FIG. 6.

In the figure, reference numeral 10 denotes an internal combustion engine mounted on a motorcycle, and an engine case 21 of this internal combustion engine 10 has a crankshaft 23 driven by a piston 22 and an axle 25 on which a rear wheel 24 is suspended. supported. A generator 26 is provided at one end of the crankshaft 23, and a one-way clutch 27 is provided at the other end. This one-way clutch 27 is connected to a starter motor 28 via a connecting shaft 29.

A toroidal continuously variable automatic transmission 11 is disposed at the tip of the crankshaft 23, which changes the speed of the internal combustion engine 10 and transmits the power from the internal combustion engine 10 to the drive mechanism 12 via an automatic clutch 12 disposed at a later stage.
These components constitute a power transmission mechanism.

Inside the housing 30 of the toroidal continuously variable automatic transmission 11, there are an input shaft 31 and an output shaft 3 connected to the crankshaft 23.
2 is rotatably supported.

An output gear 33 is keyed to the output shaft 32 and connected to a clutch gear 35 of the automatic clutch 12 via a timing belt 34 . The timing belt 34 may be made of rubber or metal.

A cam plate 36 is rotatably disposed on the input shaft 31, and power is transmitted to the input disk 38 via rollers 37. The input disk 38 is loosely coupled to the input shaft 31, and the output disk 39 is arranged opposite to this input disk 38. The input disk 38 and the output disk 39 have opposing rotating curved surfaces, and a pair of power rollers 40 are disposed between the rotating curved surfaces. An output gear 41 is press-fitted into the shaft portion of the output disk 39 and meshes with an input gear 42 of the output shaft 32 .

The power rollers 40 each have a toroidal convex surface that engages with the rotating curved surface, and are each rotatably provided on a roller shaft 43. The roller shafts 43 are each rotatably supported by a trunnion 44, and the power roller 40 is connected to the output disk 39 via the power from the human-powered disk 38.
and the rotation ratio of both disks 38.39,
That is, the gear ratio is controlled.

The gear ratio G at this time is G=V1/V2-R2/R1.

However, R1 is the contact radius of the human-powered disk 38 with the power roller 40, and R2 is the contact radius of the power roller 40 of the output disk 39.
is the contact radius with

The trunnion 44 is arranged in the vertical direction and is held by support members 45 and 46 arranged above and below, so that it can move slightly in the up and down direction. The upper support member 45 and the lower support member 46 are supported by the housing 30 via an upper post 47 and a lower post 48, respectively. The power roller 4o, trunnion 44, etc. constitute the speed change means 7 described above. A driving means 6 is disposed on the upper part of the trunnion 44, and the nut member 49 is screwed into a bolt member 50 having a trapezoidal thread. It is press-fitted.

The rotation of the nut member 49 causes the trunnion 44 to move a small amount in the pot axial direction X, which causes the power roller 40 to deviate in the pivot axial direction rotates around the pivot axis. The direction of this rotation is the nut member 4.
9, the deflection of the trunnion 44 returns to its original position as the lead of the trapezoidal thread of the bolt member 50 increases.

When the power roller 40 returns to the neutral position, the power roller 40
When the rotation axis Y and the input axis return to intersect with each other, the power roller 40 stops rotating and the desired rotation ratio is obtained.

The driving means 6 for driving the nut member 49 is constructed as shown in FIG. That is, a nut member 49 is connected via a link 54 to a guide 53 that slides on a rotating shaft 52, and this rotating shaft 52 is connected to a wheel gear 5 provided at an end thereof.
5 meshes with a worm gear 57 of a servo motor 56. As the servo motor 56 rotates, the guide 53 moves on the rotating shaft 52 and rotates the nut member 49 in the forward and reverse directions.

The drive means 6 is not limited to an electrically operated motor, but may be operated hydraulically, etc. In the next-side control, the comparing means 18 compares the position signal from the position detecting means 19 with the target gear ratio. is driven by a control signal based on comparison. This position detection means 19 detects the rotation speed of the rotation shaft of the drive means 6.

In the secondary control, the difference calculating means 20 is driven based on the start signal from the timer means 3 to correct the difference between the target speed ratio and the actual speed ratio generated by the negative side control.

This drive means 6 operates at the drive speed set by the drive speed control means 5, and the drive speed is set high in the - next side control.
The speed change mechanism is operated quickly to improve responsiveness, while the secondary control lowers the drive speed and operates slowly.
To achieve a predetermined target gear ratio, gear shifting is performed smoothly, gear shifting impact is reduced, and there is no discomfort.

The clutch gear 35 is loosely engaged with the clutch shaft 58 of the automatic clutch 12 . A clutch outer 59 is provided in the clutch gear 35 so as to be able to rotate together with the clutch outer 59, and a clutch center 60 is provided inside the clutch outer 59 so as to be able to rotate together with the clutch shaft 58. The clutch is connected by slidingly connecting the clutch plates 61 and 62. This connection of the clutch plates 61, 62 is achieved by a centrifugal roller 63 disposed on the clutch outer 59 moving outward in response to the centrifugal force accompanying the rotation of the clutch outer 59, pushing the clutch plates 61, 62 in the axial direction. It is done by doing. In FIG. 4, automatic clutch 12
The right half shows a clutch connected state in which the centrifugal roller 63 has moved outward, and the left half shows a clutch disengaged state in which the centrifugal roller 63 is located inward.

In the drive mechanism 13, an input gear 64 of the axle 25 meshes with an output gear 65 of the clutch shaft 58, thereby driving the rear wheels 24. A vehicle speed detection means 14 is connected to the axle 25, and a vehicle speed signal based on the rotational speed of the axle 25 is input to the control means 100, from which -
Calculating means 17a for secondary control and calculating means 17b for secondary control
Output to each.

This control means 100 receives throttle opening information from the throttle detection means 15 and engine rotational speed detection means 16;
Engine rotational speed information is input, and gear shift information is input manually from the next control calculation means 17a. According to these shift control information, it is determined whether the control means 100 performs secondary control or cancels this secondary control and performs only primary control. If secondary control is not performed, calculation is performed. Means 17
The operation of b is stopped.

The control will be explained below based on the flowchart shown in FIG.

First, in the -th control, after reading the position of the drive means 6, that is, reading the rotation angle of the servo motor 56, the vehicle speed detection means 1
4. Read the speed control information from the engine rotational speed detection means 16, throttle distance detection means 15, etc., calculate the vehicle speed, engine rotational speed, and throttle opening, and calculate the optimal target gear ratio based on this. However, this target gear ratio is compared with the current gear ratio, and if the target gear ratio matches the current gear ratio, secondary control is performed.

On the other hand, if the target gear ratio does not match the current gear ratio, calculate the absolute value of the difference between the two, determine the drive gain based on this absolute value, and drive the servo motor of the drive means 6 at the drive speed according to this drive gain. 56 is activated. As a result, the nut member 49 rotates, the trunnion 44 moves in the direction of the pivot axis, an automatic gear shifting action occurs, and the power roller 40 is deflected to change the gear ratio to the target gear ratio.

Next, after a predetermined period of time has passed from this next control, if the vehicle speed V is larger than the predetermined specified vehicle speed vO (step a), and if the engine rotation speed N is larger than the predetermined specified engine rotation speed NO. (step b), when the vehicle speed change △V and the engine rotational speed change ΔN in a predetermined time are smaller than the predetermined values α and β (steps c and d), and when the change value of the target gear ratio is smaller than the predetermined value γ ( In step e), the actual actual gear ratio is calculated from the vehicle speed and engine rotation speed (
Step f): Find the difference between the actual gear ratio and the target gear ratio, and calculate the difference. Step g): Convert the corresponding gear ratio into a position signal of the drive means 6, and determine the drive gain. Then, the drive means 6 is operated at a low speed (step h), and the secondary control for correcting the gear ratio is completed.

If the vehicle speed v1 and the engine rotation speed N are smaller than the specified values (steps a, b), and if the changes in the vehicle speed and engine rotation speed over a predetermined period of time are larger than the predetermined values (step c,
d) Furthermore, if the change value of the target speed ratio is larger than the predetermined value (step e), the speed change control is ended without performing the secondary control.

(Effects of the Invention) As described above, the present invention includes a control means for performing the secondary control according to the information on the speed change after the -next side control.
- When the shift control information after the next control satisfies predetermined control conditions, secondary control can be performed, and as a result, erroneous recognition that occurs due to incorporating information during control transition in secondary control; Alternatively, erroneous recognition due to clutch slippage can be prevented, and erroneous gear change control can be avoided.

[Brief explanation of the drawing]

FIG. 1 is a block diagram showing the basic configuration of the present invention, FIG. 2 is a block diagram showing the configuration of the primary control in FIG. 1, FIG. 3 is a block diagram showing the configuration of the secondary control in FIG. Fig. 4 shows a secondary control area, Figs. 5 to 7 show an embodiment in which the present invention is applied to a toroidal continuously variable transmission, Fig. 5 is a cross-sectional view, and Fig. 6 is a cross-sectional view. FIG. 5 is a Vl-vt sectional view, FIG. 7 is a plan view of FIG. 6, and FIG. 8 is a control flowchart. In the figure, 1 is primary control, 2 is secondary control, 3 is timer means, 4
is shift control information, 5 is drive speed control means, 6 is drive means, 7 is transmission means, 8 is vehicle speed, 9 is engine rotation speed, 100
is a control means. Patent applicant: Yamaha Motor Co., Ltd. No. 4
figure

Claims (1)

[Claims] A primary control that calculates a target speed ratio based on the speed change control information and controls the speed change means to obtain this target speed ratio, and then calculates an actual actual speed ratio based on the vehicle speed and engine rotational speed to control the target speed change. In a driving control device for a continuously variable transmission for a vehicle, which performs secondary control that compares a ratio with an actual gear ratio and controls the transmission means to correct the difference between the target gear ratio and the target gear ratio, A travel control device for a continuously variable transmission for a vehicle, comprising a control means for performing the secondary control according to shift control information.